Control of pneumatic carrier sysetem based on carrier or payload identification

ABSTRACT

A system and method provides for controlling a pneumatic carrier system based on identification information read from a carrier or a payload of the carrier. Each carrier or payload which is to be employed within the system includes an identification device such as a radio frequency identification (RFID) chip which has stored thereon information for the carrier or payload. Positioned throughout the system are communications devices such as antennas and readers which are employed to read and/or write identification information on the identification device. Based on reading the identification device at locations within the system, the operation of the system is altered.

CROSS REFERENCE

This application is a continuation application of U.S. patentapplication Ser. No. 14/024,907, filed Sep. 12, 2013, and claims thebenefit of the filing date of U.S. Provisional Application No.61/700,383 having a filing date of Sep. 13, 2012, the entire contents ofboth applications are incorporated by reference in their entirety asthough set forth herein.

FIELD

The presented disclosure relates generally to pneumatic tube carriersystems. More specifically, the disclosure provides systems,apparatuses, and methods for identifying carriers or their contents andcontrolling system operations based on such identification.

BACKGROUND

Pneumatic tube carrier systems are a well-known means for the automatedtransport of materials between, for example, an origination location andany one of a plurality of destination locations. A typical systemincludes a number of pneumatic tubes interconnected in a network totransport carriers between user stations. Various blowers and transferunits provide the force and path control means, respectively, for movingthe carriers through and from tube-to-tube within the network.Generally, transfer units move or divert pneumatic carries from a firstpneumatic tube to a second pneumatic tube in order to route thepneumatic carrier between locations, or stations, in the network.

The pneumatic tubes forming the network of a pneumatic carrier systemmay be arranged in any manner that allows the carriers to be transferredbetween various stations. Generally, systems include a number ofindividual stations interconnected to the network by a single pneumatictube. The single pneumatic tube transfers carriers to and from thestation under pressure and vacuum.

Large pneumatic carrier systems often include complex network ofinterconnected tubes. Further, to provide functionality to separateportions of such large systems, most such systems are divided intomultiple zones. Typically, each zone includes a set of stations thatreceive pneumatic pressure and/or vacuum from a common blower. Forinstance, a transfer unit that receives pressure and/or vacuum from thecommon blower may connect to each station of such a zone. This transferunit permits carriers received from a tube connected to one of thestations to be transferred to a tube connected to another of thestations. Different zones are interconnected to permit inter-zonetraffic (i.e., transfers from zone to zone). Such inter-zone connectionsare often made using a single bi-directional tube or using a pair ofunidirectional tubes. In this regard, a zone may interconnect directlyto one or more zones. Accordingly, to effect transfer of a carrier froma sending station to a receiving station may require passing a carrierthrough more than one zone and/or multiple inter-zone connections.Often, multiple potential paths or routes exist for transferring apneumatic carrier between an origination location and a destinationlocation.

SUMMARY

The inventor of the presented inventions has recognized that the abilityto identify the location of a carrier and/or its payload as it movesthrough a pneumatic carrier system allows for providing additionalfunctionality to the system. For instance, many previous pneumaticcarrier systems have used a first-in, first-out processing system whereeach transaction is handled individually from start to finish. Suchsystems often result in less than optimal use of system hardware.Further the ability to correlate the identification of a carrier orpayload with additional records allows for automating various pneumaticcarrier system processes.

According to a first aspect, an automated delivery system is providedfor use in a pneumatic carrier system. The system and method (i.e.,utility) allow a user to place a pneumatic carrier within a pneumaticcarrier system and allow the carrier to determine the location of therecipient and automatically deliver the carrier and its payload to alocation approximate to the recipient. The utility includes receivinginformation from a first communication device that reads anidentification element or device associated with a pneumatic carrierwhile that carrier is located at a first user station in a pneumaticcarrier system. For instance, upon placing a carrier within a system fordelivery, an identification element on the carrier or attached to apayload disposed within the carrier may be read to provide informationabout the carrier or its contents. More specifically, such anidentification device may be read to identify the identity of theintended recipient of the payload. Once the identity of the recipient isidentified, a database record may be accessed to identify the locationof the intended recipient. Once the location of the intended recipientis identified, the utility may generate a set of control signals todeliver the pneumatic carrier to a user station that is approximate tothe location of the recipient. Likewise, the utility may output controlsignals to transfer components of the pneumatic carrier system to routethe carrier through the pneumatic carrier system to the second userstation.

In some instances, the recipient may be located at the second userstation. However, in other arrangements the payload of the carrier maybe delivered to the second user station with additional instructions fordelivery to the recipient. In this regard, the utility may furtherinclude generating a message for use in subsequent delivery of thepayload. For instance, a database entry may be available to anintermediate recipient of the carrier to identify the final recipient ofthe payload. Likewise, an output may be generated at the second userstation or on a personal communications device of a person who willdeliver the payload to the final recipient.

In one arrangement, the information is received from an identificationdevice that is interconnected to the payload that is disposed within thepneumatic carrier itself. In such an arrangement, a proximity sensor maybe utilized to provide this information. That is, as a line of sight maynot exist into the carrier, a proximity sensor such as a magnetic sensoror RFID element may be attached to the payload to allow for remoteinterrogation.

According to another aspect, a pneumatic system may be controlled in amanner that is dependent upon a type of payload disposed within apneumatic carrier. In this utility, information may be received from afirst communication device that reads an identification device orelement that is associated with a payload disposed within a pneumaticcarrier located in an originating station of the pneumatic carriersystem. This information may be utilized by the utility to access adatabase entry and identify the type of payload disposed within apneumatic carrier. Based on the type of the payload, the utility mayselect one of a plurality of carrier-handling profiles for use ingenerating a set of routing controls to effect delivery of the pneumaticcarrier from an origination station to a destination station.

The plurality of different carrier-handling profiles may include astandard handling profile for payloads that require no specializedhandling. In contrast, for payloads that require specialized handling,low-impact carrier-handling profiles may be selected. Such low-impactcarrier-handling profiles may include variable-speed handling profilesthat reduce the travel velocity of the carrier as it passes through apneumatic carrier system. Further, such variable-speed handling profilesmay include handling profiles that allow for varying the speed of acarrier based on its location within the pneumatic carrier system. Forinstance, a carrier may be slowed as it passes around bends or curveswithin a pneumatic carrier system to reduce centripetal forces on thecarrier and payload. In a further arrangement, the utility may select ashortest-route handling profile that utilizes the most direct routebetween an originating station and a destination station. In anotherarrangement, the utility may select a profile that utilizes the shortestduration handling. That is, a route may be selected that results in thecarrier being delivered in the shortest time between an originatingstation and a destination station. In another arrangement, aprioritized-handling profile may be selected that prioritizes orreadjusts the queue of the pneumatic carrier system to handle a higherpriority transaction prior to lower-priority transactions.

According to another aspect, a system and method (i.e., utility) isprovided that allows for dynamically rerouting a carrier as it passesthrough a pneumatic carrier system. In this utility, an initial path fora carrier may be generated between an origination station and adestination station. The utility then moves the carrier from theorigination station to an intermediate location between the originatingstation and the destination station. While located proximate to thisintermediate location, an identification element associated with thecarrier or its payload may be read to identify the destination stationfor the carrier. At this time, the utility may recalculate possibleroutes between the current intermediate location and the destinationstation. If multiple routes are available, the utility may select one ofthe routes based on one or more criteria including, without limitation,shortest route, quickest delivery, least impact, and/or priority.

According to another aspect, prioritized handling of pneumatic carriersis achieved by identifying a priority of the contents of the carrier. Inthis aspect, a utility is provided that receives inputs from at leastfirst and second communication devices of a pneumatic carrier systemthat read identification elements of first and second pneumatic carriersand/or payloads of those carriers that while located within thepneumatic carrier system. This identification information received fromthe identification elements is utilized to identify first and secondtravel routes or paths of the first and second pneumatic carriers. Uponidentifying an overlap or conflict of these carrier paths, the utilityidentifies a priority of each of the payloads of the two carriers. Basedon the identification of a higher-priority payload, the utilityprocesses the higher-priority carrier and its payload through theconflicting component prior to the lower-priority carrier and payload.

In a further arrangement, the system is operative to divert thelower-priority carrier to a temporary location to allow passage of thehigher-priority carrier through the common path segment/conflictedcomponent. In this arrangement, after the higher-priority carrier haspassed through the conflicted component, the utility retrieves thelower-priority carrier from temporary storage and proceeds processing ofthe lower-priority carrier towards its destination.

According to another aspect, a system and method (i.e., utility) isprovided for expedited delivery of a pneumatic carrier through apneumatic carrier system. The utility includes receiving a priorityinput for a first pneumatic carrier or the payload of the firstpneumatic carrier. The utility then identifies a first travel paththrough the pneumatic carrier system for the first pneumatic carrier.The utility then identifies all pending transactions in the queue of thepneumatic carrier system that utilize one or more of the componentsand/or pneumatic tubes of this first travel path. In order to provideexpedited transport of the first carrier through the first travel path,all pending transactions that are identified as utilizing one of thecomponents along the length of the first travel path are eithersuspended (e.g., if they are not yet located in the travel pathcomponent) or redirected to temporary storage locations in order toallow the high-priority carrier passage through the pneumatic carriersystem. Once the travel path is cleared, the first pneumatic carrier maybe delivered to its destination free of any intervening transaction.Once delivered, the suspended and/or redirected transactions arereinitiated and/or retrieved to continue their processing.

BRIEF DESCRIPTION OF THE DRAWINGS

For a more complete understanding of the present disclosure and furtheradvantages thereof, reference is now made to the following detaileddescription taken in conjunction with the drawings in which:

FIG. 1 illustrates one embodiment of a pneumatic carrier system.

FIG. 2 illustrates a control system for use in controlling a pneumaticcarrier system.

FIG. 3 illustrates an exemplary pneumatic carrier.

FIG. 4 illustrates an identification tag adapted for attachment to acarrier payload.

FIG. 5 illustrates an identification container for disposition within acarrier.

FIG. 6 illustrates an automated delivery process.

FIG. 7 illustrates a process flow sheet of an automated deliveryprocess.

FIG. 8A illustrates another embodiment of a pneumatic carrier system.

FIG. 8B illustrates a portion of the pneumatic carrier system of FIG.8A.

FIG. 9 illustrates a process flow sheet for a dynamic re-routingprocess.

FIGS. 10A-D illustrate alleviation of a conflict condition based oncarrier priority.

FIG. 11 illustrates a process flow sheet for a priority based conflictresolution process.

FIG. 12 illustrates a process flow sheet for an expedited deliveryprocess.

DETAILED DESCRIPTION

Reference will now be made to the accompanying drawings, which at leastassist in illustrating the various pertinent features of the presentedinventions. In this regard, the following description is presented forpurposes of illustration and description. Furthermore, the descriptionis not intended to limit the disclosed embodiments of the inventions tothe forms disclosed herein. Consequently, variations and modificationscommensurate with the following teachings, and skill and knowledge ofthe relevant art, are within the scope of the presented inventions.

Disclosed in FIG. 1 is a simplified system diagram for a pneumatic tubeor carrier system 10. In general, the pneumatic carrier system 10transports pneumatic carriers between various user stations 16, 18, eachsuch transport operation being referred to herein as a “transaction”. Atransaction is the object used by a control system of the pneumaticcarrier system to represent a physical carrier in the system, and itincludes transaction information associated with the transaction. Thetransaction information is used by the control system in controlling theflow of transactions. For each transaction, the transaction informationincludes an initial source, an ultimate/final destination, a presentsource, and an immediate destination. Transaction information alsoincludes a unique identifier, such as a number and/or carrieridentification, associated with every transaction, and an assignedpriority, which is initially derived from the sum of the send priorityof the source station and the receive priority of the destinationstation. The priority of a transaction may be changed in the course ofmovement of the carrier associated with the transaction through thesystem. Such transaction information may be stored to transactionrecords in the system archive.

At each of the user stations 16, 18 a user may insert a carrier,select/enter a destination address/identification and/or a transactionpriority, and then send the carrier. The system determines a path toroute the carrier and begins directing the carrier through the system.In the illustrated embodiment, each station 18 is interconnected to atransfer unit 20 via single pneumatic tube 6 having an internal boresized to receive a pneumatic carrier. A high use station 16 (e.g.,pharmacy station in a hospital) may be connected via dedicated input andoutput pneumatic tubes 8A, 8B. In the case of the single tube stations18, the transfer unit orders carriers arriving through any of thedifferent tubes connecting the different stations 18 a-x into a singlepneumatic tube or directs a carrier arriving from the single pneumatictube into any one of the tubes connected to a desired station. Thesingle pneumatic tube exiting the transfer unit 20 is further inconnection with a vacuum bypass transfer unit 22 (i.e., turn aroundtransfer unit) and a blower 24 that provides the driving pneumatic forcefor carrier movement. A set of transfer units 20, 22 a blower 24 and oneor more stations 18 typically define a single zone (e.g., zones A, B,and C). The bypass transfer unit 22 is typically the point of connectionto each zone. In further embodiments (not illustrated) the bypasstransfer unit may also connect directly to one or more user stationsfree of an intervening transfer unit 20. Typically, each zone (A, Band/or C) will include multiple stations 18 that may service differentportions of a section of a facility. For instance, each zone may servicea different floor or wing of a hospital and each station may be locatedin different locations of the floor/wing to service different caregiverstations that may be assigned to different patients/rooms.

Generally, the zones are interconnected to adjacent zones by one or moreinter-zone (IZ) transfer tubes 26, 28. In the presented embodiment, theIZ tubes each include a device for temporarily holding carriers passingbetween zones. One such device is a traffic control unit (TCU) 14 whichis employable to receive, temporarily store and controllably release oneor more carriers. Such functionality allows, for example, holding acarrier until a path through a subsequent portion of the system becomesavailable and/or until a source of pressure or vacuum becomes available.In certain configurations, one or more TCUs 14 may be provided tooperate as linear storage devices, e.g., on a first in first out (FIFO)basis. Other transfer units include multi-linear transfer units 12 thatallow for transferring a carrier from any of a first plurality ofpneumatic tubes to any of a second plurality of pneumatic tubes.

All of the components described in FIG. 1 electronically connect to acentral controller which controls their operation. Disclosed in FIG. 2is an electrical system diagram for the pneumatic carrier system 10described herein. Providing centralized control for the entire pneumaticcarrier system 10 is a system central controller (SCC) 30. The SCC 30may include a digital processor and memory. The SCC 30 may be configuredas one or more programmable digital computers. Aspects of the inventivepneumatic carrier system control functions described herein are in thegeneral context of computer-executable instructions of computer programsand software that run on computers (e.g., SCC, personal computers,servers, networked computers etc.), those skilled in the art willrecognize that the invention also can be implemented in combination withother program modules, firmware and hardware. Generally, program modulesinclude routines, programs, components, data structures, etc. thatperform particular tasks or implement particular abstract data types.Moreover, those skilled in the art will appreciate that the inventioncan be practiced with other computer configurations.

Connectable to the SCC 30 may be one or more user interfaces 34 throughwhich a system user may monitor the operations of the system and/ormanually enter one or more commands to control its operation. Typically,at least one user interface 34 is located at or within an area servicedby stations 16, 18. For example, in a medical facility application, oneor more user stations 16, 18 and at least one user interface 34 may beprovided within each emergency room, laboratory, nursing station, etc.The user interfaces 34 may be contained in the stations 16, 18 or may bestand-alone units.

Each of the components described above in relation to FIG. 1 may includeone or more electrical and/or electro-mechanical components whichprovide for the physical movement of a carrier within the system 10and/or the obtainment/provision of information relating to the locationof the carriers within the system 10. In this regard, the componentsshown in FIG. 2 are representations of the various electrical andelectro-mechanical systems that may be employed by the pneumatic carriersystem 10. Although in FIG. 2 they are represented single blocks, oneskilled in the art will realize that the block for each type of devicerepresents the electronics for a number of the same or similar type ofcomponents positioned throughout the system which provides for itsoperation. Further, each of the user stations 16, transfer units 20, 22,MTUs 12, tubes 6, 8 and TCUs 14 may incorporate antenna devices/readers40 configured to energize and retrieve identification information fromidentification devices such as RFID chips that may be incorporated intoeach of the carriers. Such a system is set forth in co-assigned U.S.Pat. No. 7,243,002, the contents of which are incorporated herein byreference.

Referring again to the electrical system diagram of FIG. 2, it may beseen that various transfer units 20, 22 and blowers 24 are alsoelectrically connectable to the SCC 30. Through these connections, SCC30 may send command signals to these devices so that they are actuatingand operating at particular times and in particular sequences to affectthe completion of the various carrier transactions. Other signalsexchanged may include various monitoring signals that indicate thedevices are operating as desired.

The SCC 30 is further connectable to a transaction archive 36, ordatabase, which is configured to store transaction information/recordsfor carriers moving within the system 10. The transaction informationmay include identification information for carriers moving through thesystem and destination information entered by a system user. Further,the transaction information may include sender identification, recipientidentification, security information (e.g., PIN numbers), priorityinformation and/or location information obtained via tracking inputsreceived from antenna devices/readers 40 located at user stations 16,TCUs 12, or other components along the travel path of a given carrier.External systems 38 may be connected to the pneumatic carrier systemdepending on the purpose of the pneumatic carrier system 10. Forexample, the external systems 38 may include a lab information system, apharmacy information system, a patient information system, a securityinformation system and/or messaging systems (e.g., email, text, paging,or wireless system, etc.).

Disclosed in the FIG. 3 is a view of a pneumatic system carrier 100which includes at least one identification device, or, as shown ID chip48. Though shown as a small, integrated chip, it will be appreciatedthat other identification devices may be used and that the configurationand location of the identification device may vary. For instance, theidentification device may be formed as a band disposed about thecircumference of the carrier 100 to allow reading the identificationdevice by an antenna device/reader 40 irrespective of the orientation ofthe carrier 100. In a typical carrier, the carrier 100 includes firstand second shell members 44 and 46 which are adjoinably cylindrical incross-section for use in correspondingly cylindrical tubes of the system10. The shell members 44 and 46 may be pivotably interconnected by ahinge member (not shown), and latches 52 may be provided for securingthe first shell member to the second shell member in a closedconfiguration. Also included as part of the carrier 100 are wear bands54, 58.

Incorporated into one of the shell members 44, 46 and/or wear bands 54,58 is the ID chip 48. This ID chip 48 is configured to store and provideaccess to identification information written thereon. In oneconfiguration of the system, the ID chip 48 may be a read-only chip.Alternatively, ID chips 48 may be provided so that an antenna 40 maywrite information to the ID chips 48 as well as read data there from.When the carrier 100 containing a payload moves from a first station 16,18 to a second station 16, 18, information can be read off the ID chip48 and sent to the SCC 30 (e.g., for storage). In some instances, the IDchips 48 may be read while the carrier 100 is in motion (i.e., on thefly). In this regard, antenna device/readers may be incorporated intopneumatic tubes within the system 10 as well as the system componentssuch as 6, 8, 12, 14, 16, 18, 20 and 22.

In addition or alternatively, a payload carried by the carrier 100 mayinclude a ID chip such that the payload may be interrogated by thesystem as a carrier 100 including the payload passes though the system.FIG. 4 illustrates a tracking tag 200 that may be attached to an itemthat is to be transported by the pneumatic carrier system (i.e. apayload). As shown, the tag utilizes a dual identification element.Specifically, the tag 200 includes a bar code 210 and an RFID tag 220.This tag 200 allows an item, to which the tag 200 is attached, to betracked utilizing either a bar code scanning system or an RFID system.If such a tag is attached to a payload of a pneumatic carrier, the RFIDtag may be interrogated as the carrier passes through the system.

The ability to interrogate an identification tag of a payload while thepayload is disposed within a carrier provides a number of benefits forthe present system, as is more fully discussed below. However, theability to attach such an identification tag to items is somewhatlimited. Specifically, it has been recognized that items transported andtracked in many settings come in multiple different form factors. Forinstance, such items may be as varied as syringes, pill bottles, loosepills, etc. Accordingly, not all of these items provide a ready meansfor attaching an identification tag 200. Accordingly, the item may bedisposed within an identification container as illustrated in FIG. 5.

The identification container 260 is represented in the currentembodiment as a flexible bag (e.g., plastic bag) having three closedends and one open end that collectively define an interior area. In thisarrangement, the tag 200 may be attached to an outside surface of thecontainer 260, and an item for which interrogation functionality isdesired may be placed within the container 260. In this arrangement,items having multiple different form factors may be convenientlytransported through the system while having payload interrogationcapabilities. Further, to ensure that the items remain within thecontainer 260, the present container includes a sealable flap 262 thathas a peel and release liner that may be removed from the flap 262 toexpose an adhesive surface which may then be adhered to the frontsurface of the bag thereby sealing an item within the interior of thecontainer 260. Though discussed primarily in relation to a flexiblecontainer, it will be appreciated that other containers may be utilized.For instance, rigid containers such as boxes or capsules may be utilizedas well. Further, each of these containers may be sealed such thatopening of the container breaks a seal or otherwise shows evidence oftampering.

Enhanced Functionality

The ability to interrogate the contents of a pneumatic carrier providesvarious enhanced functionalities in relation to existing pneumaticcarrier systems. In one embodiment, the ability to interrogate a payloadof a pneumatic carrier allows for automated delivery of the payload to adesired recipient free of a sending user specifying the location of therecipient. FIG. 6 illustrates an automated recipient delivery system foruse in a hospital setting. As illustrated, the pneumatic carrier system10 utilizes a proximity sensing system (RFID system) attached to apayload to effect delivery of an item from a first location (e.g.,pharmacy) to a desired recipient (e.g., patient). In this exemplaryembodiment, a health care professional 140 requests a drug or other itemfrom a pharmacy 150. Initially, the health care professional generates arequest which is received by a network server 38, which records therequest in a record in a database 132. This record may be appended to,for example, a patient record that may include, among other things, thename or identification of the patient, the current location of thepatient and/or caregivers currently assigned to the patient (e.g.,attending nurse). This order is then forwarded to the pharmacy 150,where pharmacists or other technicians 162 fill the order. Inconjunction with filling the order, the pharmacy technicians may enterinformation into a user workstation 152. In the present embodiment, theworkstation 152 is interconnected to a printer 154 which is adapted togenerate the tag 200 discussed in relation to FIGS. 4 and 5.

Incorporated within the user workstation or the network server 38 is acode generator 170. The code generator 170 is adapted to generate a codefor an RFID element. This RFID code may be identical to anidentification code for the patient (e.g., a bar code), or may be aseparate code. The code generator may provide the RFID code to acorrelation module 170 associated with the SCC 30 and network server 38.A record is generated that identifies the relationship between RFID codeand the patient record (e.g., patient identification code). In thisregard, patient records in the hospital database 38 may be indexed tothe RFID code of the tag and thereby accessed upon identification of theRFID code.

The pharmacy may generate the tag 200 for attachment to the requesteditem. In one arrangement, a printer 154 may be adapted to print RFIDtags. In another arrangement, codes of pre-generated RFID tags may becorrelated to a patient identification code. In any arrangement, oncethe tag 200 is generated and attached to an item, a pharmacy technicianmay make any appropriate entries into the system utilizing, for instancea personal scanning device, computer terminal etc. In the illustratedembodiment, the technician 162 or other individual delivers the taggeditem to a first user station 16 of the pneumatic carrier system.

In the present embodiment, delivery of the item to the pneumatic carriersystem may include disposition of the item within a carrier that isadapted for use within the pneumatic carrier system 10. In thisembodiment, once the item is disposed within the carrier, the carriermay be delivered to a first user station 16. The system 10 may theninterrogate the carrier and/or the tag attached to the item. Based oninformation from the tag 200, the SCC of the pneumatic carrier system 10may access the hospital record stored in the database 132 to identify acurrent location of the recipient 166.

In the current exemplary embodiment, the desired recipient 166 isidentified as being in an area of the facility serviced by zone A.Further, the record may identify a caregiver 164 who is assigned to thepatient as using station 18 x. This station 18 x may represent thestation that is in closest proximity to the recipient 166 or the stationto which the responsible caregiver 164 is assigned. In any arrangement,the SCC may automatically select the appropriate delivery station (e.g.,18 x) and generate control signals to route the carrier including thepayload to the automatically identified station. The system 10 may thenlaunch the carrier into the pneumatic carrier system. Accordingly, oncethe carrier and included payload are received by the user station 18 xthe system may generate a message for the caregiver 164. Such a messagemay be generated on an output at the station 18 x or on a personalcommunications device (e.g., smart phone, PDA, pager etc.) of thecaregiver 164. Accordingly, the receiving caregiver 164 may enterappropriate information into a user interface (e.g., located at thesecond user station 18, PDA etc.) to confirm delivery and/or takeappropriate actions to deliver the payload to the recipient 166.

The ability to query the database record 132 of the patient allows fordelivering an item to a patient even if the patient moves between afirst time when an item is requested and a second time when the item isdelivered. For instance, if a patient moves from recovery (e.g., aftersurgery) to an in-patient room, the patient records will be updated toreflect this move. Accordingly, the delivery of the item may be routedto the patient's current location. Further, the delivery location forthe pneumatic carrier may be dynamically adjusted. That is, if thepatient location changes during the delivery process, the SCC mayidentify this change and redirect the carrier. Likewise, if the carrieris delivered to a previous location of the patient (e.g., shortly aftera move) a caregiver may simply return the carrier to the system 10,which will then redirect the carrier to the new patient location withoutthe caregiver providing the new location.

FIG. 7 illustrates the automated delivery process 300. Initially, theprocess 300 includes receiving information read 300 from anidentification device of a pneumatic carrier or its payload. In variousdifferent arrangements, this information may be read from a proximitysensor or an optical identification element, such as a barcode. Based onthe information read from the identification device, a recipient of apayload included within the pneumatic carrier is identified 304. Thisrecipient may be identified by information read directly from theidentification device or from a computerized record (e.g., from acomputer readable storage medium) that is accessed based on theinformation (e.g., identification device code etc.). Once the identityof the recipient is known, the process 300 includes accessing a databaserecord to identify a current location 306 of the identified recipient.The process then identifies a pneumatic system user station 308 that isproximate to the location of the identified recipient. The process thenincludes generating control signal 310 to effect delivery of thepneumatic carrier to the identified user station. At this time, thecarrier is routed 312 through pneumatic carrier system based on thecontrol signals.

Another enhanced function that is made available via payloadinterrogation is specialized handling based on the needs of a particularpayload. Within the healthcare industry, pneumatic carrier systems areoften used to move patient samples and drugs from a centralizeddispensing or collection point to the point of analysis or use. Forexample, a blood sample may be drawn at a patient's bed side or at acentral collection point (such as a satellite phlebotomy lab) and sentto a central lab for analysis and reporting. Similarly, a centralpharmacy may receive a doctor's orders and dispense medications fordistribution to a plurality of stations via pneumatic tube and then tothe patients themselves via nurses positioned near the stations.

During transport, the samples and drugs are subjected to a number ofphysical forces. These physical forces may be systematic or random andare inherent in any transport process involving translocation from oneposition to the next. Examples include acceleration from a resting stateat the dispatching station to a nominal average speed within the tubesystem followed by a deceleration at a receiving station from theaverage speed to a resting state and/or impact. These physical forcestransfer energy to the payload (e.g., samples drugs, etc) of thepneumatic carrier. This energy can alter the integrity, properties, andcharacteristics of samples and drugs during the translocation process.For example, a separated drug comprised of immiscible fluids can bemixed by agitation from the physical forces of translocation. Anothercommon example is the separation of blood components by centrifuging, acommon process of imparting an invariant force by subjecting a bloodsample to centripetal acceleration and/or shaking caused by the carrierpassing over the joints of the tubes of a pneumatic carrier system. Inthis latter regard, it is recognized that some path segments of apneumatic carrier system are smoother (e.g., have smoother pipe joints)than other segments. Accordingly, for certain sensitive payloads, it maybe desirable to alter how the pneumatic carrier system handles thecarrier holding such a sensitive payload to reduce the forces impartedon the carrier and its payload. In contrast, numerous other itemstransported by a pneumatic carrier system such as documents, syringesetc., are substantially immune to the forces applied and may be handledin a manner expediting their transfer through the system.

In general, translocation processes that take the shortest paths willimpart less energy to the carrier and payload. For any translocationprocess that moves a carrier or payload at a particular velocity alongpaths of comparable smoothness, the shortest and most direct path willboth require the least amount of energy to move the carrier or payload,and will also impart the least amount of energy to the carrier because(a) the path has fewer total stochastic perturbations, (b) the carrieris transported in less time preventing absorption of more mechanicalenergy, and (c) the path is more linear with fewer systematicperturbations. Likewise, a longer but smoother path may impart fewerforces on a carrier and its payload than a shorter but rougher path.

Further, the curvature and elevation changes in the pneumatic transportsystem that are typically necessary to incorporate such a system into afacility may also change the interaction between the carrier and thepneumatic carrier system. Carriers accelerate and decelerate frequentlyas they travel in a pneumatic carrier system. For example, carriers 100that transition from a first plane to a second plane (e.g., around acurve of a tube) decelerate and are subjected to centripetalaccelerations necessary to affect the direction change.

In summary, during passage through the pneumatic system, the carrier issubjected to a number of physical forces. For instance, when the carrieris launched into the system (e.g., from a dispatch station), the carrieris accelerated from a resting position to a travel velocity. Likewise,the carrier is decelerated from a travel velocity to a resting positionupon arrival at a destination station. In between, the carrier mayexperience numerous acceleration/decelerations as the movement of thecarrier is stopped and restarted as it is transferred between zones,etc. Further, due to the smoothness and curvature of the transport tubesas they are routed throughout a facility, the carrier will typicallyexperience jarring and centripetal forces, respectively, as it travelsthrough the system. Stated otherwise, the carrier is subjected tophysical forces inherent to its translocation process. In addition tobeing applied to the carrier, these forces are also applied to thepayload/contents of the carrier.

In all cases, the transport cycle introduces mechanical energy into thecarrier and its contents. Minimizing the mechanical energy sources andtheir transfer to sensitive carrier payloads is one goal of thepresented inventions. Specifically, by interrogating a payload andaccessing a record associated with that payload, a sensitivity indicatormay be identified by the SCC such that, if desired, the handlingcharacteristics of the pneumatic carrier system may be altered based onthe velocity and/or path selected to transport a carrier.

Reducing the carrier's speed through the system is one method forreducing the energy transfer to a carrier, particularly for sensitivepayloads. Under basic conditions, the blower can be controlled via theSCC to have discrete responses to various types of transactions. Forexample, an empty carrier or a carrier with an insensitive payload mayhave a standard handling profile with a constant acceleration anddeceleration as well as a high average speed, while a sensitive payloadcould have a variable handling profile, which allows for establishing aslower acceleration, a slower average speed, varied speed though pathsegments (e.g., slower around bends, faster on straight paths) and/or aslower deceleration. In this latter regard, the blower may ramp up andramp down to reduce acceleration forces on the carrier. Likewise, theability to identify the location of the carrier as it passes though thesystem (e.g., read the RFID tag of the payload and/or carrier) allowsfor reducing the velocity of a carrier as it passes through rougher orcurved sections of the pneumatic carrier system. Such a system foraltering the handing characteristics of a pneumatic carrier system areset forth in co-owned U.S. Patent Publication No. 2011/0270440 entitled“Variable Speed Drive for Pneumatic transport System”, the entirecontents of which are incorporated herein by reference.

Different types of payloads, as well as the appropriate handlingprofile, may be determined either discretely by the user, byinterrogation of the carrier itself, for example through radio, optical,magnetic or other coupling means designed to transfer information aboutthe carrier contents to the control system or by interrogation of apayload which may identify the contents of the payload. In this latterregard, if a payload is identified as a type of payload requiringspecial handling (drugs, blood samples, IV bags etc.) special handlingprofiles may be implemented. Where the payload itself is interrogated,the user who places the carrier including that payload into the systemis not required to provide any sensitivity input. In such an embodiment,the system may interrogate the payload, and access a correspondingdatabase record to determine information about the payload andappropriately adjust the carrier handling properties of the systemautomatically based on stored information (e.g., path information) forthe pneumatic carrier system.

FIG. 8A illustrates another embodiment of a pneumatic carrier systemwhere different carrier handling profiles may be utilized to transfer acarrier and payload between user stations. In this embodiment, multiplepaths exist between different zones A-H of the system. As shown, thepneumatic carrier system 10 illustrated in FIG. 8A is more complex thanthe system illustrated in FIG. 1 though utilizing many of the samecomponents utilized in FIG. 1. As is common with larger more complexsystems, there often exist multiple pathways between two locationswithin the system. In the present embodiment, zone G includes a pharmacyor lab station 16G, which commonly experiences high network traffic. Adelivery from zone D station 18D to the lab station 16G may beaccomplished utilizing various different paths. For instance, a firstpath may pass from zone D through zone H and then to zone G.Alternatively, such transaction may pass from zone D to zone C and thento zone G. Additional paths are possible. For instance, the transactionmay move from zone D to zone C to zone B through zone F and finally tozone G. In such an arrangement, the traffic control systems of the SCC30 may select a path based on one or more criteria. For instance, theSCC 30 may select the shortest route between the station 18 D and thelab station 16 using the first path through zone H to minimize theforces applied to the carrier during transit. However, the system mayinclude path segment information for the segments linking the variousdifferent zones. In this regard, the SCC may determine that the secondpath through zone C to zone G is a smoother path and therefore is morelikely to impart fewer forces to the carrier. Accordingly, this smootherpath may be utilized.

In the instance where the second path through zone C is selected, thecarrier may be drawn from the origination station 18 D through thetransfer unit 20 D1 into the bypass transfer unit 24 D under vacuum fromthe blower 22 D. See FIG. 8B. Once the bypass transfer unit 24 D isredirected, the blower 22 D may apply pressure to the carrier to movethe carrier through transfer unit 20 D2 which is aligned with the innerzone transfer tube IZ CD. This transfer tube IZ CD may comprise a longtube having various curves ‘a’, ‘b’ and ‘c’. If a sensitive contentshandling profile is selected, the blower 22 D may be operated to reduceits air flow rate and, hence, the speed of the carrier as the carrierpasses around curves ‘a’, ‘b’ and ‘c’. Transfer controls may alignsystem components though IZ CG and the carrier may be moved through thezones until the carrier arrives at lab station 16G. As may beappreciated, the carrier handling profile may again be variably adjustedas the carrier passes through bends ‘d’ and ‘e’ in zone G.

Alternatively, the SCC may select a handling profile that reduces thetransfer time of the carrier between its origination location (e.g.,user station 18D) and its destination location (e.g., lab/pharmacystation 16G). In this embodiment, the system may access the pendingtransactions of the zones of the potential paths between the originationlocation and destination location. In most pneumatic carrier systems,transaction requests are placed in a queue and are handled in a first-infirst-out (FIFO) basis. That is, carriers are handled in the order inwhich they are received. Accordingly, in the present embodiment wherethe SCC determines two or more paths (e.g., first path Zone D-H-G orsecond path Zone D-C-G) exist for a transaction, the SCC will determinewhich path will result in the shortest delivery time. That is, the SCCmay determine how many transactions are pending in each of the zones andthereby determine which path will result in, for example, the fewesttransactions being handled before the present transaction. Accordinglythe SCC may select the path having the fewest prior pendingtransactions. Further, the SCC may estimate a time required to completethe prior pending transactions in each queue. That is, while one zone(e.g., zone C) may have more transactions pending than another zone(e.g., zone H), the total time required to handle these transactions maybe lower due to shorter expected transit times for each transaction. Forinstance, for a carrier transaction between user station 18D of zone Dand lab station 16G of zone G, the transaction for each path (e.g.,first path Zone D-H-G or second path Zone D-C-G) will require transit incommon zones D and G. Therefore, the pending transaction of Zones C andH will generally be determinative of the shortest delivery time. Forinstance, the queue records may be embodied, in a simplified version,as:

ZONE C Transaction Transaction time Priority 12345  1 Minute 3 12349 2.5Minutes 3 12350 2.0 Minutes 4 12352 1.5 Minutes 5

ZONE H Transaction Transaction time Priority 12346 3.0 Minutes 3 123472.5 Minutes 3 12348 2.5 Minutes 5In such an exemplary arrangement, the first path though Zone H may havefewer prior pending transactions (e.g., 3 rather than 4) but may entaila longer delivery time (e.g., 8 minutes to 7 minutes). Accordingly, theSCC may utilize such information to select which travel path to utilize.

Another benefit of the ability to interrogate payloads and/or a carrieris the ability to prioritize the carriers in a queue. Currently, withthe typical FIFO processing there is limited if any ability toreposition carriers in a queue to allow processing of higher prioritycarriers. Some hospitals are currently uneasy with the use of apneumatic carrier system for surgical applications due to theuncertainty of when an item may arrive. Identification (e.g., RFID)coupled with prioritization may alleviate such concerns. That is,payloads may be pre-categorized based on the identity of their contents.For instance, if a caregiver orders a drug for administration to apatient during a specified nurse shift, the priority of such a payloadmay be standard priority (e.g., priority 3). Likewise, other payloadsmay be categorized as lower priority (e.g. paperwork). Finally, higherpriority items that are time critical may have an elevated priority(e.g., priority 1 or 2). In this embodiment, a higher prioritytransaction may be moved in front of lower priority transactions in aqueue. Further, it may be desirable to write the priority of a payloadto the RFID tag attached to the payload or attached to a carrier suchthat as it passes between zones, the transaction may be appropriatelyprioritized.

The following table illustrates the queue of zone C of carriertransaction ‘12358’ that is scheduled to pass through the zone:

ZONE C Transaction Transaction time Priority 12345  1 Minute 3 12349 2.5Minutes 3 12350 2.0 Minutes 4 12352 1.5 Minutes 5 12358 1.4 Minutes 2As shown, if the system uses FIFO processing, the subject transaction12358 would be handled after four other transactions. However, due toits priority, the queue is rearranged to handle this higher prioritytransaction ahead of the lower priority transactions:

ZONE C Transaction Transaction time Priority 12358 1.4 Minutes 2 12345 1 Minute 3 12349 2.5 Minutes 3 12350 2.0 Minutes 4 12352 1.5 Minutes 5That is, in the present embodiment the ability to associated a prioritywith the payload or carrier of a transactions allows for re-calculatingthe queue. In this regard, if the transaction originating in station 18D has a highest priority rating, it may be moved up the queue abovelower priority transactions. In this regard, the system may be utilizedto deliver time critical transactions.

Another enhanced function made possible by the ability to ability tointerrogate the contents of a pneumatic carrier and/or the pneumaticcarrier itself is the dynamic rerouting of the carrier based on currentsystem conditions. During a standard transaction, once a carrier isplaced within a station, for instance, station 18 D of zone D, fordelivery to a destination location, for instance lab station 16 G ofzone G, an initial path may be calculated through the pneumatic carriersystem 10. This is illustrated below:

ST 18D→TU 20D1→BPT 24D

BPT 24D→TU 20D1→IZ DH→TU 20 H1→BPT 24 H

BPT 20H→MTU 12H

MTU 12H→IZ HG→MTU 12G

MTU 12G→ST 16G

As shown, in the initial calculated path or route through the pneumaticcarrier system 10, the carrier moves from the origination station 18 Dthrough the transfer unit 20 D1 to the bypass transfer unit 20 D wherethe blower 24 D is applying vacuum to the carrier. At this time, thebypass transfer unit 22 D would be redirected to direct the carrier backthrough transfer unit 20 D1 which is redirected to inner zone tube IZ DHinto transfer unit 20H and into bypass transfer unit 22 H. At this time,bypass transfer unit 22 H is redirected to output the carrier underpositive pressure into MTU 12H for delivery to MTU 12 G via inter zonetransfer tube IZ HG and subsequent delivery to lab station 16G. However,the ability to dynamically reroute the carrier allows for recalculatinga path through the pneumatic carrier system 10 based on current systemconditions. For instance, once the carrier is moved from station 18 D tothe bypass transfer unit 22 D, the SCC may recalculate the path of thecarrier to account for other carriers within the system. In this regard,if the transaction queue of zone H has more pending transactions (e.g.,or pending transactions of higher priority) than zone C, the SCC 30 mayrecalculate the path through zone C. Such a recalculated path isillustrated below:

ST 18D→TU 20D1→BPT 24D

BPT 24D→TU 20D2→IZ DC→BPT 24C

BPT 24C→TU20C→IZ CG→MTU 12G

MTU 12G→ST 16G

As shown, upon determining the route though zone H is congested, thesystem may dynamically reroute the carrier through zone C. In thisregard, the ability to positively identify the carrier or its payload asthe carrier passes through the system allows identifying its destinationand calculating alternate routes for the carrier from its presentlocation. Accordingly, if a more favorable travel path is identified,the carrier may be dynamically rerouted to this path. Generally,recalculation may be performed at any location where the carrier or itspayload is identified including components (e.g., transfer units,pneumatic tubes) through which the carrier passes. In one arrangement,recalculation is performed each time the carrier is stopped in a systemcomponent.

FIG. 9 illustrates a process 400 for implementing a dynamic reroutingfunctionality. Process 400 includes generating control signals to affectdelivery of a pneumatic carrier along a first path or route 402 betweenan origination station/location and a destination station/location. Inthis regard, an initial path between the origination station and thedestination station may be generated. Once the initial path isgenerated, the pneumatic carrier is moved along the first path to anintermediate location between origination station and the destinationstation 404. While the pneumatic carrier is located proximate to theintermediate location, an identification device associated with thecarrier or its payload may be read to identify the destination stationfor the carrier 406. This may entail accessing a transaction record toidentify the destination station or reading the destination station fromthe identification device. At this time, the process 400 may identifysecond and third paths between the intermediate location and thedestination station 408. As will be appreciated, one of these paths mayinclude the remainder of the first path. Once multiple paths areidentified between the current intermediate location of the pneumaticcarrier and the destination station, the process 400 selects 410 one ofthe second and third paths based on one or more criteria. Such criteriamay include, without limitation, the shortest path, the path thatprovides the shortest delivery time, the path that imparts the leastforces on the carrier and its payload and/or the path that is soonestavailable. At this time, the process continues advancement of thecarrier along selected path 412. The process may iteratively repeat atmultiple intermediate locations between the origination station anddestination station. In this regard, the process 400 is able todynamically adjust the routing of the carrier based on current systemconditions.

Another enhanced function enabled by the ability to interrogate apayload or carrier is prioritized component use. As will be appreciated,in many instances a pneumatic carrier system is simultaneously handlingmultiple transactions. For instance, two transactions may be handled inadjacent zones simultaneously. In such a situation, it is common foreach zone to handle transactions individually. Specifically, each zonehandles the transactions in their queue based on an initial source, anultimate/final destination, a present source, and an immediatedestination for the present transaction. When transactions between twoadjacent zones are slated to delivery to the other of the adjacentzones, the transactions can conflict and the possibility of gridlockarises. Generally, gridlock occurs when two or more carriers are unableto continue moving in the system because of a conflict in the intendedpaths of each carrier. Typically pneumatic carrier systems can have amaximum number of carriers in transit of approximately one carrier perzone plus the number of inter-zone storage lines. The system 10described in FIG. 1 or 8A may have a maximum number of carriers intransit approximately equal to the number of parking spaces (TCU slots)in addition to the pressure/vacuum transactions.

To attempt to resolve gridlock situations some previous systems haveincluded a bypass pipes connected to some or all of the by-pass transferunits in the system. Such by-pass pipes are used as temporarydestinations for a transactions that are involved in a gridlockcondition. Placing one transaction in a by-pass pipe permits anothertransaction to move through a zone previously occupied or reserved bythe transaction that was placed in the bypass pipe. The determination ofwhich transaction to park has previously been a random determination(e.g., zone A has priority over zone B, etc.). The present system allowsfor resolving priority between conflicting transactions based on thepriority assigned to the contents of the carriers. That is, the SCC mayinterrogate the contents of each carrier and determine which payload hasa higher priority. Based on the priorities of the payloads, the carrierhaving the lower priority payload may be diverted to allow the higherpriority payload to pass though the conflicting system component.

FIGS. 10A-D illustrate a simplified case of system conflict where thenext immediate destination of two transactions is a common by-passtransfer unit of a common zone. As shown, the present source of a firsttransaction T1 is a first inter zone inter-zone IZ1 leading into aby-pass transfer unit 22 of a zone. See FIG. 10A. The immediatedestination of transaction T1 is inter-zone IZ2 exiting the by-passtransfer unit 22 of the zone. As shown IZ2 is occupied by transactionT2. Likewise, the immediate destination of T2 is inter-zone IZ1, whichis occupied by transaction T1. Since the two carriers T1 and T2 cannotphysically pass each other going in opposite directions, a conflict orgridlock condition exists at the by-pass transfer unit 22.

In order to alleviate this gridlock, the SCC identifies the prioritiesof the two transaction T1 and T2. The SCC then generates control signalsto temporarily park transaction having a payload with a lower priorityin a by-pass pipe or above a user station 18 in the zone. That is, whena gridlock condition is occurs between two opposing inter-zonetransactions one of the transactions may be parked in a by-pass tube orpartially delivered into the intervening zone. For instance, the lowerpriority transaction T1 may be received into the by-pass transfer 22 ofthe PV zone and parked at a location above one of the user stations 18a-18 n in the PV zone. See FIG. 10B. This temporarily moves thetransaction out of the way of the opposing transaction T2.

Such temporary delivery to a location above one of the user stations 18a-n may include at least partially closing a slide plate above thecarrier station (e.g., 18 a). In this regard, the carrier may be movedto a position above the carrier station but not actually delivered intothe carrier station. In this arrangement, the carrier is available forautomated retrieval from the user station 18 a. That is, no system useris required to re-load the carrier into the user station as would be thecase if the carrier dropped into a receiving bin of the user station. Inaddition, it may be desirable to temporarily disable the user station toprevent interruption of this ‘station by-pass’ procedure. It will beappreciated that the different user stations of a given PV zone may belocated at different distances from the bypass transfer unit.Accordingly, it may also be desirable to select a station for use as aby-pass location (e.g., resolver) that is located nearest to the bypasstransfer unit in order to reduce transfer times. However, this is not arequirement. Once the carrier is parked above the user station, theother transaction T2 may be received by the bypass transfer unit andtransferred to IZ1. See FIG. 10C. Accordingly, after the secondtransaction T2 has moved through the PV zone, the system may retrieve(e.g., under vacuum) the parked transaction T1 from above the userstation and deliver the carrier to IZ2. See. FIG. 10D.

In a further arrangement, if one transaction has a highest priority(e.g., stat immediate delivery) the system may identify all potentiallyconflicting transactions along the length of the path of the highestpriority carrier. That is, any transaction in the queue that are slatedto pass through a system component on the path of the highest prioritycarrier are suspended and/or moved to temporary storage locations tofree the path. In this regard, the path may be cleared entirely betweenan origination station and a destination station. This may allow usingthe pneumatic carrier system to deliver high priority items (e.g., itemsfor deliver during surgery) without delay of intervening transactions.

FIG. 11 illustrates a process 500 for resolving a conflict betweencarriers utilizing a common system component based on the priority ofthe carriers. Initially, a conflict is identified 502 between first andsecond carriers passing through a common system component. Afteridentifying the conflict, the priority of the conflicting carriers areidentified by accessing stored records for the transactions or byinterrogating 504 the payloads of the carriers. By-pass locations orstations located in the zone located proximate to the conflicted systemcomponent are identified 506 for use in diverting and temporarilystoring the lower priority carrier. Once such a temporary storagelocation is selected, the lower priority transactions is diverted 508 tothe identified temporary storage location. For instance, the transactionmay be parked at a slide plate above a station or the carrier may beleft within in a pneumatic tube anywhere within the PV zone. The higherpriority transaction is then delivered 508 through the conflictingcomponent. Once the higher priority transaction passes through theconflicting component, the temporarily diverted carrier having the lowerpriority transaction is retrieved 510 and then re-launched in to thesystem to complete is transaction. Each transaction then proceeds 512toward its ultimate destination.

FIG. 12 illustrates a process 600 for use in clearing the travel path ofa high priority carrier. Initially, the process includes receiving ahigh priority transaction request 602. This high priority transactionrequest may be received from a user input or read from an identificationdevice attached to a carrier or its payload. At this time, the processincludes identifying 604 all pending transactions of a lower prioritythat have a path segment or component that is common with (e.g.,intersects) the travel path of the higher priority transaction. At thistime, all of the identified lower priority transactions are suspended orredirected 606 in order to clear the travel path of the higher prioritytransaction between its origination location and its destinationlocation. Once these lower priority transactions are suspended orredirected, the higher priority transaction may be delivered 608 via thepneumatic carrier system to its destination location. As will beappreciated, this delivery is achieved without delay caused byintervening transactions. Once delivered, the lower prioritytransactions may be retrieved from their temporary storage locations andor reactivated 610 such that these lower priority transactions may beprocessed to their destinations 612.

The foregoing description of the presented inventions has been presentedfor purposes of illustration and description. Furthermore, thedescription is not intended to limit the inventions to the formsdisclosed herein. Consequently, variations and modificationscommensurate with the above teachings, and skill and knowledge of therelevant art, are within the scope of the presented inventions. Theembodiments described hereinabove are further intended to explain bestmodes known of practicing the inventions and to enable others skilled inthe art to utilize the inventions in such or other embodiments and withvarious modifications required by the particular application(s) oruse(s) of the presented inventions. It is intended that the appendedclaims be construed to include alternative embodiments to the extentpermitted by the prior art.

What is claimed:
 1. A method for use in a computerized controller foroperating a pneumatic carrier system comprising the steps of: receivinginformation from a first communications device that reads anidentification device associated with a pneumatic carrier located at afirst user station in a pneumatic carrier system; utilizing saidinformation to identify an intended recipient of a payload of saidpneumatic carrier; accessing a database record of a computer readablestorage medium to identify a location of the recipient; based on saidlocation of the recipient, generating a set of control signals to effectdelivery of the pneumatic carrier to a second user station proximate tosaid location of the recipient via said pneumatic carrier system.